Stretched Pacer #2 Data

[Stephen]

Super Pacer N7514D from prior to the 23/24 rebuild and after (adding the X-Winds cuff) .

Stretched PA-22/14, 4-place, EW=1170 lb., 0-320 A2B-188 hp (dyno @2750 rpm).​

The rebuild included adding Cross-Winds full length leading edge cuff. I have been fine tuning the plane for a few months. I had initially received a prop pitched at 41 inches (by mistake), which had much slower cruise speeds (on average 7 mph lower). Now with the 42 inch prop, my speeds are back to normal from prior to the rebuild. But, with a slight increase, on average 2 mph at my normal cruise rpm's. See data below. Disregard the fuel flow as I have not finished tuning my new fuel flow gauge. On my Stretch, the X-Winds cuff did not slow the plane down in cruise (as I had initially suspected, while unknowlingly using the wrong prop). It also slighly lowered my stall and landing speeds (stall speeds are difficult to determine), but, it looks like I lowered the stall about 2 mph. It did change my landings flair. I can easily touch down tail first without adding power. For 3 point touch, I hold the nose down longer than before the cuff. Overall, the leading edge cuff improved my cruise and lowered my stall.......slightly! See data below: Other changes in the rebuild included engine OH (I used the same: 8.5-1 compression and Lycon port & polish), Alumimun struts (the EW is about 10 lbs. less), leather seats and few new instruments. These changes had minimal impact to performance. The cuff was the only significant performance changer.


Propeller Data 82/42 OAT 50 degrees 10/24 (After rebuild)

2310 rpm	1100 fpm	climb @ 65 mph	15.1 gph
2250 rpm	96 mph	cruise	6.2 gph
2350 rpm	101 mph	cruise	7.4 gph
2450 rpm	105 mph	cruise	8.3 gph
2640 rpm	110 mph	cruise full power	10.0 gph
2220 rpm		static pull full power	299+ lbs.

.​

OAT 65 degrees 10/21 (Before rebuild)

2310 rpm	950 fpm	climb @ 65 mph	15.1 gph
2250 rpm	93 mph	cruise	6.9 gph
2350 rpm	99 mph	cruise
2450 rpm	104 mph	cruise	8.5 gph
2640 rpm	113 mph	cruise full power	11.2 gph
2230 rpm	static	full power

 

[Buckchop]

That Crosswinds wing cuff with the baby fence, full cord fences in mid wing, Tip with moose fence, ect that Charly sells is pretty damm AWESOME huh? (Took me 10+ yrs of stalking that wing system befor i could buy it hahahaaa) Havent flown my 12 alot yet but im very impressed with performance, im seeing stall speeds on gps at 27mph and top cruise speed of 105 on a good day with a 82/54 i think is what pitch is on now, havent intalled the new 82/41 prop yet, figure may as well dig up the cruise prop in training instead on the bore prop, and 12 is very stable so im also going to install the wing goodies on my streched pa22 “SHREK” im building.

 

[Stephen]

More Data:

We had a beautifulf calm day. I've been getting used to stalls with the new cuff.

Today I did a series of approach stalls with full flaps. I did them in four directions recording GS at the stall. Because it was really calm all four directions were 32 mph. Before the cuff the stall was 38 mph. So the cuff lowered the stall speed 6 mph and increased the cruise 2 mph. They are magic.

BUT, my plane 3 point lands at about 48 to 50 mph. I can easliy lift the nose (no power needed) and roll the tail on first. Which means I can't get down to 32 mph unless I want to drop the main grear on big time. Maybe, another 12 inch extended gear....then what could I see?? So, I've got a nice low but, not very usefull stall speed.

 

[Jeff Pralle]

Hello Stephen,

What is your new E.W. ?

I am slowly moving along on my build- Stripe. Certified Super Pacer rebuild from the salvage after wind damage. Original plane was built by Milo DeAngelo before the split with the Simpsons. Hoping to keep mine under 1200lb with a composite constant speed prop on 31s with Trimmer gear mod. Building field approval packet for the Acme shocks now. Thanks for making yours available!

My lodge and maintenance shop keeping everyone else in annual and mods pulls me away often.

My PA-14 ate the cam this year, 25 year old OH and 1975 hours, on O320B2B. That one took my place at the O/H shop for the O360A1A for STripe. Cannot be without a plane for the Lodge work. Need that one back airborne with engine run in by April 1.

Slow is smooth. Smooth is fast!

Your bird looks great! Happy New Year!

 

[Stephen]

You project looks good.

My EW is 1170. I removed everything on the fuselage that was unnecessary. I made carbon fiber parts where possible. I have no fabric interior, mostly digital gauges, aluminum struts, light weight prop, 29's and narrow deck 0-320 with lightweight starter etc. Also, I have an approved PA style sticks, which saves some weight. My doors are aluminum frames with polycarbonate cover.

The X Winds kit added a few and Dakota tanks.

If you have other ideas and where weight can be eliminated, let us know.

 

[Stephen]

FYI, my digital scales are certified.

 

[Jeff Pralle]

Mine will be a little different. I cannot bring myself to do the Electronic gages. To many electrical failure issues over my years as IA. I need this plane to be reliable first. Working remote Bush Lodge plane and possible Part 135. So she will have old school basic instruments, Planning minimal on- panel, electric, interior, Oratex (I have heard all the negatives). No frills build. Hoping to get good geometry to make the Inst panel lower/smaller, looking into aluminum struts (I have them approved on my PA-14)

Places I have added weight for structural integrity/safety - sleeves in lower and upper longhorns 10" forward of tail post like the PA-18 lower longhorn, sleeve in tail post above rudder stops, PA-18 tail, Cargo Tiedown tabs welded on, Inertia Real shoulder harnesses in front, ELT bracket welded in under pilot seat. Trimmer doors, weld on float fittings, Landing gear fairings (5MPH on my 14), Streamline shock fairings, Dynafocal mount (I am fed up with 175 hour conical mount rubber changes every year. New rubber is very low quality)

Still undecided on which Prop, M-T or Hartzell Trail Blazer. I want the CS for fuel savings in cruise. Lodge is 135 miles one way and last season fuel was $25.00/Gal by the time we freight in 100LL, a couple gallons an hour at the same speed becomes real $$$$$ quickly!

 

[Jeff Pralle]

Also 2 Bendix Impulse mags. Leaning toward the Rubbert exhaust. B&C alt and PM starter, rear mount oil cooler, all the standard stuff we do here in Alaska.

 

[Stephen]

I've been using electronic gauges for about 15 years with no issues. I have had mechanical tach cables, vacuum pump, fuel gauge and oil temp failures through the years. But, I admit that along side of my Garmin G5, I keep my AS and altimeter steam gauges.

 

[Jeff Pralle]

I hear that a lot. Yet as an IA that owns a shop, when I have an airplane with digital guages, especially EI gages it is almost a guarantee it will start having issues on a regular basis by year 3-5. I cannot be grounded by instruments that require a lot of time to swap/troubleshoot/repair. Mine is a working plane that has to make money during a very short season. Swapping a mechanical gage is fast and cheap.

 

[Jeff Pralle]

Good job on keeping your bird light! that is the #1 performance enhancer!

 

[Stephen]

Thanks, I agree cutting weight is a critical for performance enhancement.

My experience using electronic instruments is based on installations I've made in my 40 years as an AP. I haven't seen a 3 to 5 year failure rate on EI or JPI instruments, I've installed for my customers. Experiences may differ based on variables, such climate.

 

[Jeff Pralle]

Been wrenching as an A&P 35 years with another 8 as tge kid on the sparkplug cleaner.

Must of the issues are corrosion or poor connections/cracked insulation/ damaged wires. The EI fails are the spade connectors and the transducers. Ih wait EI says the never fail!

Our local deal stocks them. Often he is sold out when one fails.

I feel the same about electronic ignition. Had to fly 600 miles one way 14 hours on the Tach down the AK Peninsula to rescue a failed pmag/slick combo recently.

Not a big fan of electronics in anything in the Northern bush. Cold and wet are not the friend of electronics.

Keep it simple and light for me. Dual Bendix impulse mags and do the 500 hour inspections.

 

[Steve Pierce]

You might try the barrel connectors the EI now uses. I have had issues on occasion with the spade connectors they use to use but have had really good service out of these new connectors.

OLC-2 Connector | Electronics International | Aircraft Engine Instruments

The OLC-2 eliminates the need for soldering, crimps, and expensive connectors, all while creating a perfect connection between two wires. The two wires are stripped 5/16"” and then slid into opposing ends of the OLC-2. A set screw on each side of the OLC-2 is gently tightened. The OLC-2 can...

iflyei.com

 

[Jeff Pralle]

Steve,

Agreed the barrel connectors have made a great improvement to the EI installs.

We still see corrosion issues and broken wires on occasion. However not as often. I maintain several planes 185s-Cubs with nearly full EI panels.

We have seen better luck with the GI 275 Garmin and G5 using UMA sensors so far. That is a relatively new system we will see as time progresses how they last.

I am building this plane to the “90% of your flying” mantra Bill Rusk promotes.

I am a lodge owner/hunting guide. Short 20 min average hops with occasional 130-150 mile long hauls. Normally 2-300 hours a season most in a 2 month window. Always operating unimproved strips typically at gross for every takeoff if conditions allow.

Avgas is a bit spendy at the lodge - $25/gallon delivered. So speed, usefull load, volume and efficiency is quite important. Put Maule style gear fairings on the PA-14 this year & dumped the 35s for 31s same engine and prop O320B2B Borer 82/42. Flying a triangle for 3 minute legs at 2400 went from 87 mph GS to 95 mph GS average. That turns into real money in fuel savings rapidly. Hoping the CS on this build will save 1.5-2 gph in cruise with no speed losses. Also hope it gives 2700 for TO at alititude.

One of the reasons for a CS prop, light EW and the Stretch Pacer vs a stock Cub.( I have quite a few hours in about everything we use here in AK guiding. I do miss my light stock PA18A 150)

Also I need reliability and to burn whatever fuel I can get on occasion - so stock O360A1A.

Shooting for an efficient Bush Hauler. Toughest part is I have to stay Certified. Possibly on a 135 cert as well.

Happy Landings!

Jeff